Railway traffic controlling apparatus



Feb. 26, 1946. H. -s..YouNG RAILWAY TRAFFIC CVONATROLLING APPARATUS '1 4 SheetS-Sheel v Filed Dec 9, 1943 Feb. 26, E946. H. s. YOUNG RAILWAY TRAFFIC CONTROLLING APPARATUS 4 S-heefs-Sheei'; 3.

m1 www www* Filed-Dec. 9, 194sl www@ I INVETOR' Henny LS'. Y

HIS ATTORNEY Feb., 26, 1946. H; s. YOUNG RAILWAY TRAFFIC CONTROLLING APPARATUS 4 sheets-sheet 4 Filed Dec. 9,41943 |.v ml Sw :E kw/ Im TIWD Seww @Sm PatentedFeb. 26, 1946 UNITED STATES GFFICE 2,395,706 RAILWAY TRAFFIC CONTRLLENG APPAR ATUS Henry S. Young, Wilkinsburg, Pa., assigner to The Union Switch & Signal Company, Swissvale, Pa.,` a corporation of Pennsylvania Application December s, 194s, ser-iai No. '513,535

10 Claims.

direction over a given stretch of railway track,

and for at other times directing traffic movements in the opposite direction over the same stretch of track.

More specifically, my invention relates to trafic direction controlling apparatus controlled by a single manually operable trafc lever in conjunction with traic controlled relays and manually operable signal control levers, for governing traffic movements in opposite directions over a main stretch of track which is connected, at a switch intermediate its ends, with an auxiliary track.

One feature of my invention is the provision of novel and improved means for directing traffic movements off of the auxiliary track and in a given direction over a -portion ofthe main track stretch while another portion o the main track stretch is also occupied by a train moving in the opposite direction away from the switch.

A further feature of my invention is the provision of novel and improved indication means associated with the traic direction controlling apparatus.

The apparatus of my invention isan improvement over that disclosed in a copending applica-A tion for Letters Patent of the United States, Serial No. 412,279, filed September 25, 1941, by James J. Van Horn, for Railway trafc controlling apparatus now Patent No. 2,344,333, dated March 14, 1944. The Aapparatus of my invention is also an improvement over that disclosed in a copending application for Letters Patent of the United States, Serial No. 410,717, filed September 13, 1941, by James J. Van Horn for Railway traflic controlling apparatus.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

The accompanying drawings, Figs. 1a, 1b, 1c and ld, when placed end to end, in that order, with Fig. la on the left, constitute a diagrammatic view showing one form of apparatus embodying my invention, in which Figs. la, 1b and lc show a stretch of track, including a passing siding, provided with signals and train control apparatus for governing traic movements in opposite directions over the stretch of track, and show manually controllable apparatus and trafc responsive apparatus for controlling the signais and train control apparatus; and Fig. 1d

shows apparatus which may be at a remote station such, for example, as a dispatchers office, including a manually operable traffic lever and manually operable signal levers, forv controlling 5 the manually controllable apparatus shown in Figs. 1a, 1b and 1c, and also including indication apparatus.

Similar reierence characters refer to similar parts in each of the drawings.

In each of the drawings, the contacts operated by the various relays and other control devices are identified by numbers, each such number having a distinguishing prefix from which it is separated by a dash when the associated contact is shown apart from the relay or other device by which it is operated, except when the associated contact is shown grouped with another contact of the same relay or other device having a distinguishing prefix. The prefix for each of these contact numbers comprises the reference character for the respective relay or other device by which the associated contact is operated. For example, contact SEK-455, shown in the upper right-hand corner of Fig. 1d, is identified by the number 54 separated by a dash from the prefix BEK which is the reference character for relay BEK by which this contact is operated.

Referring first to Figs. 1a, 1b and 1c, a stretch oi main railway track Z is shown connected, at a switch S intermediate its ends, with an auxiliary track Y comprising a passing siding. Switch S may be of the well-known spring switch type which is biased to the normal position, in which it is shown in the drawings, for traflic movements along the main track, but which is operable to the reverse position by a train moving from siding Y to track Z. The right-hand end of the stretch of track Z, as shown 1n the drawings, which I shall assume is the east end, is connected by a switch 5 with the east end of track Y. The

west end of the stretch of tra-ck Z is connected, by a switch i, with a second auxiliary track which may also be a passing siding. In order to simplify the drawings, each track, comprising two parallel series of track rails, is represented by a single line.

Track Z is divided into sections by insulated joints designated by the reference character 3 Beginning at the left-hand end of Fig. la., the track sections are designated by the reference characters iT, ERT, WT, 4T, BLT and 5T, respectively.

Each of these track sections is provided with one or more track circuits, each including a suitable source of direct current, such for example,

as a battery 1, connected across the rails adjacent one end of the section,-and a track relay connected across the rails adjacent the opposite end of the section. Under some conditions, the current supplied to the rails by a battery l' is coded, and under other GLR and R, respectively. Relays aRRfWl, ER: AWR, 1ER and GLR are of the code following type.

Alternating current is also supplied to variousY governed by signals reference characters SL, W and relay SRP is controlled by this contact. Relay 2LP is similarly controlled in conjunction with the upper arm of signal 2L.

Relay 4LP is controlled by a contact I0, operated in conjunction with signal 4L, which is closed only kwhenV signal 4L is indicating stop.

v.Operated in conjunction with switch 5 is a contact Il which, when switch `5 sition, completes av circuit for energizing a normal switch repeater relay 5NP, and which, when switch 5 is in the reverse position, completes a circuit for energizing a reverse switch repeater relay SRP.

Two coding devices, designated by the reference characters and |88, respectively, are lo- Vat signal 2L.

by contacts 99 and mi! ofv relay rSLC. When relay SLC is energized by steady current, the east end of section ELT is supplied with steady current from battery 1. When relay SLC is deenergized, bat- Y other than stop,

Signal control relays, nated by the reference controlled from the secondary winding of a signal transformer 4A through front and back points of the contact |09 of relay 4WR so as to respond when relay AWR is being and GLH and BLD for signal ilarly to relays LH and broken-line rectangles.

2R, and relays 6L, are controlled slm- 4LD as indicated by the In addition, relays ZRH by relay EWB.

A preparatory call-on stick relay GLS is provided, which becomes energized when a Westbound train passes signal 6L. Signal 6L can be controlled to display a call-on indication only if relay GLS is energized. Relay 2RS for signal 2R is controlled similarly to relay BLS.

Each of the signals is operated by circuits which include contacts of its home and distant relays, as shown for signal 4 'Iime locking stick relays SLM,V 4LM and 2RM for signals SL, 4L and 2R., respectively, may be controlled similarly to the arrangement shown for controlling relay 4LM, which includes a time element relay 4TE.

A route stick relay SWS becomes deenergized whenever signal 6L is cleared for a westbound traic movement over switch 5 in the normal position, and stays deenergized until the train passes the intermediate signal W. l

Aslow pick-up track stick relay 4TS has a pick-upcrcuit controlled by relays 4R and 4LM, and has a stick circuit controlled by only relay 4R.

Eastbound and westbound directional stick relays ES and WS, respectively, at the location of intermediate signals E and W, are controlled to become energized when signal E or signal W, respectively, is controlled to display an indication and are then retained in the energized condition while the block for the associated signal is occupied.

Relay LR may control the lighting of signals E and W. Relay LR also, in conjunction with relays ES and` WS, controls the energization of train control transformers Wt and Et, respectively.

A polarized reverse trailic relay ESP becomes energized by current of reverse polarity when signal 2R is controlled to indicate stop after an eastbound train has left section ZRT but before it has left section SLT.

When the eastbound train enters section SLT, deenergizing relay ISEF, a polarized storage con-v trol and traffic indication relay ESPP which, as shown in the drawings, is energized by current of reverse polarity, becomes energized by current of normal polarity in a circuit including a front contact of relay ESP. The main function of relay ESPP is to control the storage of control for a polarized signal control relay aLl-IS for controlling leave siding signal 4L. Relay ESPP is controlled over a front Contact of. relay SWS and a back contact of relay GLS in order to prevent the storage of control for relay SLI-IS for clearing signal 4L while signal 6L is clear or the time locking is effective, or while a westbound train which has passed signal 6L is occupying the main line between signal 6L and signal W. The circuits for relay LHS? are so arranged that relay LILI-IS can become energized by current of either normal or reverse polarity over conductors ISI and |82, but can become energized by current of only normal polarity over conductors I87I and I83.

Referring now to Fig. ld, control and indication apparatus are shown in a control station which may, for example, be a dispatchers office, for manually controlling the signals and trafilc direction control apparatus shown in Figs. lc, il) and 1c, and providing indications of the condition of various parts of the apparatus shown in Figs. la, 1b and 1c. I shall assume that the control of the signals and traic direction control apparatus in Figs. la, 1b and 1c by the manually operable apparatus shown in Fig. 1d, and the control of the indication apparatus in Fig. 1d by the various parts of the apparatusy shown in Figs. la, 1b and 1c are effected through code control equipment of the time code type shown and described in Letters Patent of the United States No. 2,229,249, granted January 21, 1941. t0 Lloyd V- Lewis for Remote control systems.

Apparatus represented in Fig. 1d by a rectangle designated by the legend Oice Code Equipment, in response to operation of manually controllable signal levers 2V, 4V and 6V and a tranic lever 8V, effects the transmission of control current at various codes over a single pair of line conductors designated by the reference characters IU and 2U to field code equipment located adjacent switch 5 and also to iield code equipment adjacent switch I for controlling polarized signal control relays designated by the reference characters ZRHS, ALHS and LI-IS and polarized trafo direction control relays designated by the reference characters BWFS and BEFS. These signal control relays and traino direction control relays are of the stick polar type, that is, their polar contacts remain closed in either position until current is supplied to operate them to the opposite position.

The field code equipments, in response to control by various parts of the apparatus shown in Figs. la', 1b and 1c, eiiect the transmission of indication current at various codes over the same pair of line conductors IU and 2U to the oilice code equipment for energizing a delivery relay D and controlling clear signal indication relay IILK, reverse trafc indication relay IIEK, westcontrol of the signal and traflic control relays through the office and field code equipments is designated, for each of these relays, by the reference character for the relay followed by the Word control For example, the legend SLI-IS control, associated with the dash line 'extending from lever EV to the o-iiice code equipment, means that the normal and reverse control circuits for energizing relay ILHS are controlled by lever 6V.

Similarly, each of the control circuit portions at each eld code equipment station, for effecting control of one of the various relays in the control station, is designated by the reference character for the relay, followed by the abbreviation cont for the word control Trafliclever 8V in the control station is of a type which combines, with traflic control contacts, a starting push-button for controlling starting relays for the code equipment, designated by the reference characters 2ST and ISST.

A main trailic control relay 8LP, of the stick polar type, becomes energized by current of normal polarity in a circuit including a, contact designated 8E of lever 8V for controlling relays BEES and 8WFS for eastbound traflic movements, and becomes energized by current of the opposite polarity in a circuit including a contact, designated 8W, of lever 8V for controlling relays BWFS and BEFS for westbound traiiic movements.

Eastbound and westbound trafc indication relays BEFK and BWFK, respectively, in the control station, are also controlled in part by relay SLP.

A track model is shown in Fig. 1d, on which the track and signal layout of Figs. la, 1b and 1c is represented. Indication lights are located in the track model, including eastbound and westbound traiiic indication lights BEKK and BWKK, respectively, a block indication light BK, and a leave siding indication light BESK.

Having described, in general, the arrangement and control of the apparatus shown by the accompanying drawings, I shall now describe, in detail, its operation.

As shown in Fig. 1d, traffic lever 8V is in the position for effecting operation of the polar contacts of traffic direction control relays SEFS and 8WFS to the left-hand position to provide for westbound traflic movements, but the signal control levers are in th'e normal position, and hence all signals are indicating stop. Switches I, S andr 5 are in thenormal position, shown in the drawings.

With switch 5 occupying the normal position, relay 5NP is energized by a circuit passing from terminal B, through contactl II of switch 5, and the winding of relay 5NP to terminal C, Track relays IR, iR and 5R are energized. With signal GL indicating stop, relay @LP is energized by a circuit passing from terminal B, through' contact II] of signal IIL, and the Winding of relay 4LP to terminal C. Relay 2LP is energized by a similar circuit. With relay 4LP energized, a polarized signal indication relay ILPP is energized by current of reverse polarity in a circuit paming from terminal B, through the back point of contact I8 o-f relay ESP, contact 4LP-I9, winding of relay IILPP, and the back point of contact 20 ofrelay ESP to terminal C.

Also, with relay 4LP energized, relay LM is energized by a stick circuit passing from terminal B, through the back point of contact- 4LM to terminal C. Relays 2RM and SLM are similarly energized. With relay 4LM energized, a pick-up circuit is completed for relay 4TS, passing from terminal B, through contact I4 of relay 4R, contact 4LM,-|5, and the winding of relay ATS to terminal C. A stick circuit is also completed for this relay, which` includes contact I6 of relay 4TS instead of contact ALM-I5 in the pick-up circuit j ust traced.

With relay BLM energized, a stick circuit is completed for relay EWS, passing from terminal B, through contact 21 of relay BLM, contact 32 of relay SWS, and the Winding of relay EWSto terminal C.

With trafc lever 8V in the westbound traffic controlling position, relay SLP h'as last previously been energized by current of reverse polarity for operating its polar contacts to the right-hand position, as shown in the drawings.

A pick-up circuit is therefore closed vfor enerl the pick-up circuit just traced except that it includes contact 36 of relay SWFK instead of contact 8W'I'K-34.

With relay SWFK energized, the westbound trailc indication lamp SWKK is lighted by a circuit passing from terminal B, through contact 8WFK-|2|, and lamp BWKK to terminal C.

Also, with relay 8WFK energized, relay SWTK is energized by a stick circuit passing from ter minal B, through contact BWFKe-Sl', contact 3B of relay BWTK, the back point of contact 39 of relay D, and the winding of relay SWTK to terminal C.

With contact SLP-33 occupying the righthand position, relays SEFS and BWFS have last previously been energized by current of normal polarity for operating their polar contacts to the left-hand position, shown in the drawings.

With the signal levers in the normal position, the contacts of relays GLI-IS, GLI-IS and 2RHS are ,also in the left-hand position, for controlling the corresponding signals to indicate stop.

With the polar contacts of relays GLI-IS and BEES occupying` the left-hand position, relay GLC is energized vby steady current in a circuit passing from terminal B, through contact SLHS-d, Contact REFS- 4| closed in the left-hand position, contact ESPP-42 closed in the right-hand position, contact SWS-43, contact 44 of relay BLS, contacts BSR-45 and GLM- 46, and the winding of relay SLC to terminal C. With relay SLC steadily energized, steady current is supplied from battery 'I to the east end of section ELT by a circuit which includes contacts 99 and |00 of relay SLC and the secondary Winding |02 of transformer Lt. Relay ER at the west end of section SLT is connected across the rails through the back point of contact 9i) of relay flEC, and is therefore energizedby steady current which is supplied to the east end of this section. With relay ER energized, relay GEF is energized by a circuit passing from terminal B, through contact $8 `of relay BER, and the winding of relay 4EF to terminal C.

With relay 4EF energized, relay ESPP is energized by current of reverse polarity in a circuit passing from terminal B, through the front point of contact 4EF-49, Winding of relay ESPP, and

contacts SLS-50, SWS-5 I, ELF-52, and contact 53 of relay 4EF, to terminal C.

With relay IER energized by steady current, relay AWC is also energized by steady current in a circuit passing from terminal B, through contact 54 of switch S, contact 55 of relay 1STE, contact '56 of relay llLM, contacts iR- 51 and MSP-58, contact 59 of relay llER, back point of contact 4WS-66, and the Winding of relay dWC to terminal C. Steady or non-coded current is therefore supplied to the east end of section AWT, from battery 'I at this location, through the front point of contact 99 of relay dWC, contact |00 of this relay, and the secondary winding |02 of transformer 4Wt. Relay ER at the west end of this section is therefore energized by non-coded current passing through the back point of contact 89 of relay EC.

lWith relay ER energized, relay EF is energized by current passing from terminal B, through the front point of contact 6| of relay ER, and the Winding of relay EF to terminal C: With relay EF energized, relay WC is energized by noncoded current passing from terminal B, through contact 62 of relay EF, back point of contact ESMES, contact 64 of relay WS, and the Winding of relay W C to terminal C. Relay ZRR at the West end of section ZRT is therefore energized by noncoded current passing through the back point of contact 99 of relay ZRC. With relay 2RR energized, relay 2R25 is energized by a circuit passing from terminal B, through contact 65 of relay 2RR, and the Winding of relay 2RF to terminal C.

With the apparatus controlled by lever 8V thus arranged for a westbound trafc movement, I shall assume that the dispatcher decides to clear signal L to permit a train to leave siding Y. He Will therefore reverse lever 4V for energizing relay 4Ll-IS by current of reverse polarity in a circuit including conductors |8I and |2, contact BEES- 51 closed in the left-hand position, and the front point of contact ESPP-SB. With relay LHS thus energized by current of reversed polarity, its polar contact LHS-SB will be closed in the right-hand position, thereby completing a circuit for energizing relay 4LSP, passing from terminal B, through contacts LHS-S8, EWS-69 and BLS-lll, and the Winding of relay LSP to terminal C. Relay 4LSP, upon becoming energized, opens the stick circuit for relay 4LM previously traced, thereby causing relay SLM to become deenergized.

Relay ALSP, upon becoming energized, also opens, atritsI contact #LSP-58, the circuit previously traced for relay 4WC, causing this relay to become deenergized.

With relay #SWC deenergized, battery 'I is disconnected, at contacts 99 and |00 of relay WC, from the east end of section GWT, and hence relay ER at the west end of this section becomes deenergized, causing relay EF to also become deenergized. With relay EF deenergized, the circuit previously traced for relay WC is opened at contact B2 of relay EF, and hence the current is disconnected from the east end of section ZRT, causing relay 2BR, and in turn relay ZRF, to also become deenergized.

With relay ZRF deenergized, relay 2RC will now be energized by coded current having a frequency of or 75 times per minute'according as relay 2LP is energized or deenergized. Assuming that relay 2LP is deenergized, the circuit for relay 2RC passes from terminal B, through contact I2 of coding device l5, back point of contact I .of relay 2LP, contact ZRR-12, contact SWFS- 13 in the left-hand position, contact 'I4 of relay 2RS, contact |15 of relay 2RM, contact |R-A||G,

and the winding of relay aac to .terminal c. At

the same time, a circuit will be completed for supplying alternating current to the primary Winding of train control transformer 2t, this circuit passing from terminal X of a suitable source of alternating current, through contact 8WFS-'|1, contact 1,8 of relay 2R15', and primary Winding lill of transformer 2t to terminal O of the same source of alternating current.

Direct current from battery l and alternating current from secondary Winding |62 of transformer 2t, each periodically interrupted '75 times per-minute, will therefore now be supplied to the West end of section ZRT through the front points of contacts 99 and I of relay ERC. Relay WR at the east end of section ZRT will therefore now respond to the coded direct current at a corresponding frequency, and Will therefore alternately close its contact 18 at the front and back points. While contact 'i9 of relay WR is closed at its front point, relay WF, which is slow releasing, Will become energized, and will then retain its contacts closed at the front points during the intervals between the closed periods of the front point of contact 19.

During the periods when contact iS of relay WR is closed at its back point, relay EWB will be energized by a circuit passing from terminal B, through the back point of contact 'I9 of relay WR, front point of contact |24 of relay WF, back point of contact |23 of relay EF, and the winding of relay EWB to terminal C. Relay EWB, being of the slow releasing type, will retain its contact closed during the intervals between the successively closed periods of the back point of contact 'i9 of relay WR.

Signal transformer EWA will therefore be energized by a circuit including contact 8B of relay EW'B, the back points of contacts 8| and 82 of relays WR and ER, respectively, and by a circuit including contact 89 of relay EWB and the front point of contact Si of relay WR, alternately. Since the current supplied to section ZRT is at a code frequency of '75 times per minute, relay EWD will not respond, but relay EWH will be energized by one circuit including the back point of contact 8S of relay WR and the back point of contact 88 of relay ER, and by another circuit including the front point of contact 89 of relay WR WS becomes energized by a circuit passing from terminal B, through Contact 30 of relay EWH, back point of contact `9| of relay front point of contact 92 of relay WF, and the Winding of relay WS to terminal C. With relay EWI-I energized, relay LR is also energized by a circuit passing from terminal B., through contact |93 of relay EWH, and the Winding of relay LR to ter` minal C. With relay EWI-I energized, signal W will now-be operated to the'caution position and willbecome lighted on account of relay LR being energized. With relays WS and EWH energized, relay EC will noW become energized by current of the 180 code passing from terminal B, through contact i3 of coder |80, front point of contact 95 of relay EWH, contact 9% of relay EF, front point of contact 91 of relay WS, contact 88 of relay ES, and the winding of relay EC` to terminal C. With relays LR and WS energized, the train control transformer Et Will be energized by a circuit passing from terminal X, throughvcontacts |06 and |61 of relays LR and WS, respectively, and primary winding |0| l of transformer Et to terminal 0.

With relays WF and EWH energized, relay Coded direct current from battery l and coded alternating current from transformer Et will now be supplied to the West end of section 'WT through the front point of contact 99 of relay EC and through contact Hill of relay EC. The current supplied to the west end Yof section lWT being coded at the frequency, relay lWR at the east end of section llWT will now become energized by current of this frequency through the back point of contact 9S of relay lWC.

With relay iWR energized by coded direct current of the 180 code, relays LH and flLD will become energized, causing the operation of the arm of signal iL to the proceed position, by a 'circuit passing from terminal Bl, through the front point of contact @LSP-22, contacts 4LM- l2 and tTS-l i3, contact I le of relay GLH, front point of contact H5 of relay LD, mechanism @LG of signal 4L, and the front point of contact of relay LD to terminal C. At the same time, train control transformer @Lt will be energized by a circuit passing from terminal X, through'contact LELE-H0, contact of relay QWR, and primary Winding HJ! of transformer Lt to terminal O.

With signal 4L now indicating proceed, relay 3LP controlled by contact I0 of this signal will be deenergized, causing relay iiLPP to also become deenergized. With relay llLPP deenergized, a circuit including the back point of contact |56 of relay lLPP will cause a code to be transmitted for effecting the energization of clear signal indication relay ELK through the front'point of contact |8 of delivery relay D. With relay ELK energized, indication lamp LKK adjacent lever eV will become energized over a circuit including contact I-S of relay ilLK.

When the train leaves Ysiding Y, passing signal lL and entering section 4T, relay dR Will become deenergized, causing relay @TS to become ldeenergized., which then causes the arm of signal "iL to return to the stop indication.

The dispatcher will noW return lever QV to the normal position, thereby causing relay /lLl-IS to become energized by -current of normal polarity over conductors |8| and |82, and contact ALI-IS- 58 will therefore open the circuit previously traced for relay llLSP, causing this relay to become deenergized, With relays @LSP and TS deenergized, relay QLM will become energ'med by its ick-up circuit passing from terminal B, through the back point of contact llLSP-22, contacts 4LP-23 and ATS-2Q, and the Winding of relay tLM to terminal C. With relay liLM energized, relay TS, after the train leaves section 6T, will again become energized by its pick-up circuit previously traced.

I shall assume that, after the train leaves section |T at the West end of the stretch of track Z, the dispatcher decides to arrange for an eastbound traflic movement. He will, therefore, operate lever 8V to theposition for opening contact 8W and closing contact 8E in the circuits for relay ELP. With contact 3E closed, relay SLP Will become energized by a circuit passing from terminal B, through push-button contact H9 of lever 3V, contact SWEEX-|29, contact v8E of lever 8V, and the winding of relay 8LP lto terminal C. Contact SLP-33 of relay SLP will now move to the left-hand position, thereby opening the circuits previously traced for relay SWFK, and causing relay SWEK to beco-me deenergized. With contact SLP-33 closed in the left-hand position, the E control for relays SEFS and WFS will cause a code to be transmitted to the iield equipments for energizing relays BEFS and SWFS for operating their contacts to the right-hand Y completed at signal 2R for energizing relay 2RC by constant current, this circuit passing from terminal B, through contact 2RHS|22, contact 8WFS-13 closed in the right-hand position, contact 74 of relay ZRS, contact |15 of relay 2RM, contact |R-|'|.6, and the winding of relay 2RC to terminal C. With relay ZRC constantly ener gized, non-coded current will be supplied to the west end of section 2RI by a circuit including contacts 99 and |00 of relay 2RC. Relay WR will therefore be constantly energized by current gized, causes the successive deenergization of re-- lays WR, WF, EC, 4WR, 4EC, GLR and GLF, in that order. With relay ELF deenergized, relay ,3 SLC will now become energized byv coded current of 180 or 75 frequency according as relay SRP is energized or deenergized. If relay SRP is deenergized, relay GLC will be energized by current of the 'l5 code passing from terminal B, through .f contact l2 of coding device l5, back point of contact SRP-|32, contact ELF-|33, contact SEFS-Il closed in the right-hand position, contact ESPP-42 closed in the right-hand position, contact SWS- 43, contact 44 of relay 61S, contacts 5R45 and BLM-46, an'd the winding of relay 5L() to terminal C. At the same time, a circuit will be closed for energizing primary winding ||l| of train control transformer BLt, this circuit passing from terminal X, through contacts EFS-ISL and GLF-|35, and primary Winding received from the east end of section ZRT throughv the back point of contact 9S of relay WC. With relayr WR energized, relay WF Will become energized by its circuit previously traced, thereby causing steady current to now energize relay EC in a circuit passing from terminal B, through `contact of relay WF, back: point of contact 91 of relay WS, contact 98 of relay ES, and the winding of relay EC to terminal C.

With relay EC energized by non-coded current, non-coded current will be supplied to the West end of section 4WT, causing relay AWR at the east end of this section to now be steadily energized. With relay 4WR steadily energized, relay 4EC will be steadily energized by a circuit passing from terminal B, through contact 54 of switch S, contacts 55 and 56 of relays dTE and 4LM, respectively, contacts iR-51, 4LSP-58 and 4WR| 25, winding of relay 4EC, and contact AWS-|21 to terminal C.

Constant current will therefore be supplied to the West end of section 6LT through contacts 99 and |00 of relay AEC, causing relay SLR at the east end of this section to also be steadily energized. Relay GLF will therefore be energized by a circuit passing from terminal B, through contact |28 of relay GLR, and the winding of relay GLF to terminal C,

With relay ELF energized, a field code equipment circuit including contacts |85 of relay 8EFS and GLF-|86 will be completed for causing code to be transmitted to the office code equipment for energizing block indication relay BETK by a circuit including the front point of contact |89 of delivery relay D. With relay 8ETK energized, Va circuit will be completed for energizing relay BEFK, this circuit passing from terminal B, through contact 8LP-33 closed in the left-hand position, contact 8ETK| 29, and the winding of relay BEFK to terminal C. Relay 8EFK, upon becoming energized, completes its stick circuit which is the same as the pick-up circuit just traced except including contact |30 of relay BEFK instead of contact 8ETK|29. With'relay SEFK energized, the eastbound traiic indication light BEKK will be lighted by a circuit passing from terminal B, through contact 8EFK|3|, and lamp sEKK to terminal C.

The dispatcher will now operate lever 2V for reversing relay ZRHS, which opens contact 2RIIS|22 in the circuit for steadily energizing relay '2R-C. Relay 2RC, upon becoming deener- |0| to termin-al O.

Direct current from battery l and alternating current from secondary winding |02 of transformer 5Lt, coded at a frequency of 75 times per minute, will now be supplied to the east end of section SLT through the front point of contact 99 and contact |00 of relay BLC. Relay 4ER at the West end of section BLT will therefore now respond to coded direct current of the 75 code frequency received from the West end of section GLT through the back point of contact 99 of relay dEC. Relay 4WC will therefore now be energized by direct current coded at the same frequency, in its circuit previously traced. During the deenergized periods of relay QER, train control transformer 4t will be energized by a circuit passing from terminal X, through contact |41 of relay AER, contact |48 of relay AEF, and primary winding |il| of transformer 4t to terminal O. With relay EF energized, relay ESPP will again become energized by its circuit previously traced.

With contact SEFS-B'I now closed in the righthand position, relay 4LHS cannot become energized in the reverse direction over conductors |8| and |82, but can only become energized in the normal direction over conductors |8| and |83.

With relay 4WC now being operated by the 75 code current, coded direct current and train control current Will be supplied at this frequency to the east end of section 4WT. Relay ER at the West end of section llWT will therefore now respond to current of the 75 code, causing relayEF to be periodically energized at this frequency, through a circuit passing from terminal B,

`through the front point of contact Bf of relay ER, and the winding of relay EF to terminal C. Relay EWB Will now be energized by a circuit passing from terminal B, through the back point of contact. 6| during the deenergized periodsof relay ER, front point of contact |23 of relay EF, back point of contact |24 of relay WF, and the winding of relay EWB to terminal C. Relay EWH will therefore now be controlled by circuits including the back point of contact 8| of relay WR and the front and' back points of contact 82 of relay ER, which energize transformer EWA and cause energy to be supplied to circuits through the back point of contact 89 of relay WR and the front and back points of contact 88 of relay ER for energizing relay E WH. Thearm of signal E will therefore be operated to display the caution indication.

With relays EWI-I and EF energized, relay ES will become energized by a circuit passing from terminal B, through contact 99 of relay EWH, back point of contact 92 of relay WF, front point of contact 23| of relay EF, and the winding of relay ES to terminal C. Relay LR will now become energized by its circuit previously traced. Relay WC will now become energized by current; of 180 code passing from terminal B, through contact I3 of coder |85, front point of contact 95 .of relay EWI-I, contact |36 of relay WF, front point of contact ES-t3, contact Eli of relay WS, and the winding of relay WC to terminal C. The primary winding lill of train control transformer Wt will now be energized by a circuit passing from terminal X, through contact ||l6 of relay LR, contact |37 of relay ES, and primary Winding i! of transformer Wt to terminal O. With current of the 180 code supplied to the east end of section ERT on account of relay WC being energized by current of that code, relay ERR will operate its contacts at this frequency, causing relay ERF to become energized by its circuit previously traced.

Relay ERB will now become energized by a circuit passing from terminal B, through contact |38 of relay SWFS, contact It of relay 2RF, Contact |453 of relay ZRR, and lthe Winding of relay 2RB to terminal C. With contact lill of relay ERB thus closed, and with relay ZRR responding to coded current of the 180 frequency, relays ZRH and ERD will both become energized, causing the mechanism of signal 2R to become energized by a circuit including contact 2RHS ll, contact |42 of relay ERI-I, and front points of contacts |43 and lcd of relay ZRD for operating the arm of signal 2R to the proceed position.

I shall now assume that an eastbound train passes signal 2R, deenergizing, in succession, relays IR, RR, ER, iR and f'iER. Relay RR, upon becoming deenergized, causes relay RF to become deenergized which, in turn, causes relay 2RB to become deenergized. Relays ZRH and 2RD, upon then becoming deenergized, cause the arm of signal 2R to again display the stop indication. With relay ER deenergized, relay EF will become deenergized and cause relay EWB, and in turn relay EWE, to become deenergized.

With relay EF deenergized, relay ES will now remain energized by a stick circuit passing from terminal B, through contact |45 of relay EF, contact It of relay ES, and the winding of relay ES to terminal C. With relay 3ER deenergized, relay WC will now be deenergized, causing the interruption of direct current from battery l and train control current from transformer liWt being Supplied to the east end of secti-on dWT. .With relay llER deenergized, relay iE-F will also be deenergized, causing the interruption of the train control current from transformer lit to the east end ofsection 5T.

If, now, the dispatcher decides to arrange the apparatus to permit a train to leave siding Y While section LT is occupied by the eastbound train, he will restore lever 2V to the normal positlon for causing the contacts of relay ZRHS to again be closed in the left-hand position. A circuit will, therefore, be completed for steadily energizing relay 2RC, this circuit passing through contact 2RHS-|22, as previously traced. Relays ZRR, 2RF, rRB and ZRH will therefore be deenergized, and relays WR and WF will be energized. y

With relay WF energized, relay ESP will become energized by current of reverse polarity in a circuit passing from terminal B, through contact |6| of relay WF, contact it? of relay ES, back point of conta-ct |'3 of relay WS, Winding of relay ESP, andthe back point of contact tvs-.lea to terminar c. Relay EsPP win then become energized by current ol normal polarity f passing from` terminal B, through contact H9 of relay ESP, back point of contact 53 of relay ciEF, contacts SLR- 52, `tWS--Ei and BLS-iii), winding of relay ESPP, and the back point of contact IGEF-lil to terminal C. A circuit including contacts ESPP--llit and ESPP-Ill Will therefore now be closed 'for causing the eld code equipment adjacent signal ER to transmit a code to the oice code equipment for energizing relay BEK by a circuit including the front point of contact |53 of delivery relay D. With relay SEK energized, a `circuit will be completed for lighting lamp 8ESK to inform the dispatcher that he may now reverse tramo lever 8V preparatory to clearing signaliL to permit a westbound train to leave the siding.

I shall now assume that the dispatcher returns lever 8V to the position for arranging for a Westbound traflic movement. Relay SLP will therefore become energized by a circuit passing from terminal B, through push-button'contact H9 associated with lever 8V, contact MZK-455, contact 8W of lever 8V, and the right-hand portion of the winding of relay SLP to terminal C.

Upon the operation of Contact 8LP-33 to its right-hand position, relay BELEK will become cleenergized, causing eastbound traffic indication light 'cEKK to become extinguished. The deenergization of relay BEEK opens` contact SEEK-481m the stick circuit for relay ETK, which is, however, already deenergized on account of relay ELF having become deenergized. The deenergization of relay BEFK also opens the stick circuit for relay liEK including contact BEEK-IM, contact |52 of relay BEK, and the back point of contact |53 of delivery relay D.

With contact SWFS-lS now in the left-hand position, relay 2RC willbecome energized by coded current in the circuit previously traced. Relay WR will therefore now be periodically energized in response to this current, causing relay WF and als-o relay EWB to become energized, as previously described. With relays WF and EWH now energized, relay WS will become energized by its pick-up circuit previously traced.

With relay WS energized, relay ESP will now become energized by current of normal polarity in a circuit which is the same as the circuit previously traced for this relay except that it includes the front points of contacts |63 of relay WS and WS-liil instead of the back points of these contacts. Relay 4LPP will therefore now be energized by current of normal polarity in a circuit passing from terminalB, through contact 2| of relay ESP in the left-hand position, front point of contact 2t of relay ESP, winding of relay QLPP, contact 4LP-i9, front point of contact i8 of relay ESP, and contact Il of relay ESP Vin thefleft-hand position to terminal C. A cir cuit will now be completed, including contact |55 ci relay LPP and contact |51 of this relay in the left-hand position, for the held code equipment adjacent signal 6R, causing coded currentto be transmitted to the office code equipment for energizing relay llLZ by a circuit including the front point of contact I5@ of relay D. f

Relay SWFK will now become energized by a circuit passing from terminal B, through contact SLP-33 closed in the right-hand position, contact @LZ-35, and the winding of relay BWFK to terminal C. With relay SWFK energized, the Westbound tralc indication light 8WKK will be lighted by its circuit previously traced. This indicates to the dispatcher that he may now transmit a code for clearing signal GL, or he may return the traiiic control to the eastward direction if he iinds that he must advance another east- .bound train past signal 2R before permitting the Westbound train to leave the siding.

With relay 8WFK energized, block indication lamp BK will also become lighted by a circuit passing from terminal B, through contacts SWFK-ie, SWTK-It and 8ETK|99, and lamp BK to terminal C. Y

If the dispatcher should decide to restore trafic control to the eastbound direction, he Will reverse traffic lever 8V to the position for closing its contact 8E. Relay 8LP will novv become energized by a circuit passing from terminal B, through contact H9 of the push-button associated with lever 8V, contact 4LZ|3, contact SE, and the left-hand portion of the winding of relay 8L? to terminal'C. Relays BWFK and LZ will therefore become deenergized, causing lampsl BK and SWKK to become extinguished, and an oice code circuit will be completed for causing the energization of relays SEFS and BWFS to again operate their contacts to the right-hand position.

Relay ZRC will therefore now again become energized b-y steady current, as previously described, causing relays WR and WF to also again become energized by steady current, and hence relays EWB and EWI-l will become deenergized. Relay WS will therefore also become deenergized.

Relay ESP will again become energized by current which moves its contacts to the right-hand position. Relay LPP will therefore now be energized by a circuit including contacts and 2| of relay ESP in the right-hand position, which causes the contacts of relay llLPP to also occupy the right-hand position. With relay ESPP energizedy by current of normal polarity, relay SEK will be energized because of the completion of a circuit at the field cdde equipment including contacts |49 and |50 of relay ESPP. With relay 8EK energized, relay BEEK will now become energized by a circuit passing from terminal B,

through contact SLP- 33 closed in the left-hand position, contact SEK-|90, and relay EFK to terminal C. With relay BEEK energized, lamp BEKK will again become lighted and relay 8EK will be retained in the energized condition by its stick circuit previously described. Also, with relay SEEK energized, lamp BK will become lighted by a circuit passing from terminal B,

BELEK-499, and lamp BK to terminal O.

The dispatcher may now again reverse lever 2V for reversing relay ZRHS.

If, instead of restoring the traiiic direction control apparatus to provide for eastbound traiflc movements, the dispatcher had decided to permit a train to leave siding Y, he would have kept traic lever 8V in the position for controlling westbound traino movements and, upon the lighting of the Westbound traiiic indication light, he would have moved lever 4V to the position for causing relay LHS to be energized by current of reverse polarity. Relay 4LSP would then become energized bythe circuit previously traced.

With relay tLSP energized, and with relay ESP energized by current of normal polarity,'a signal stick relay lWS will become energized by a circuitpassing from terminal B, through contacts |65 and |66 of relay ESP, contact 4LSP|6'|, and the winding of relay 4WS to terminal C. Relay 4WS, upon becoming energized, will complete its own stick circuit passing from terminal B, through contact |68 of relay QWS, contact 4LSP| 61, and the winding of relay 4WS to terminal C.

With relay AWS energized, a circuit is completed for energizing relay WC by non-coded current passing from terminal B, through contact ESP-ISI, front point of contact 4WS-60, and the winding of relay WC to terminal C. With relay 4WC energized by non-coded current, relay ER at the West end of section 4WT will also be energized by non-coded current, causing relay EF to become energized.

With relay EF energized, relay ES will become deenergized on account of contact |45 of relay EF being opened in the stick circuit for relay ES. With relay ES deenergized, relay ESP will become deenergized. With relay ESP deenergized, relay WC becomes deenergized because of the opening oi' contact ESP-I9 Relays ER and EF at the intermediate location will therefore now become deenergized. Relay EC Will then become energized by coded current in the circuit previously traced. Signal 4L will now become operated to display the proceed indication, as previously described.

With relay 4WS energized, relay ESPP is retained in the normal energized condition. When the train on siding Y passes signal 4L, entering section 4T, relay GTS Will become deenergized and cause signal 4L to again display the stop indication. Relay 4LPP will then again become energized by current of reverse polarity, causing its polar contacts to occupy the right-hand position. A eld code equipment circuit will then become closed, including contact |56 of relay 4LPP, contact |51 of relay 4LPP in the right-hand position, and contacts |93 and |94 of relay ESPP, for effecting energization of relay 4EK in the control station. Stop indication lamp 4EKK will then become lighted by a circuit including contact |95 of relay dEK. With relay ESPP in the normal energized condition, train control transformer GLt will remain energized by a circuit including contact ESPP- |92 after contact 8EFS|34 has been opened.

Relay GLC will also be'retained in a periodically energized condition by a circuit which includes contact ESPP-i2 in the left-hand position after contact BEES-4| moves to the lefthand position. When the eastbound train leaves section SLT, the coded energy supplied to the east end of section BLT causes relay 4BR, and in turn relay 4EF, to become energized. Relay ESPP will therefore again become energized by current of reverse polarity, and will then again complete the circuit for energizing relay GLC by non-coded current.

Emergency control circuits are provided in the control station for energizing relay 8LP in the original direction if the dispatcher should attempt to reverse traillc, but the corresponding block indication relay did not become energized. If, for example, the dispatcher should move lever 8V to the position for energizing relay SLP for eastbound trafc movements, and relay SETK should fail to become energized, he may restore relay SLP to the condition shown in Fig. ld by means of a circuit passing. from terminal B, through push-button contact I9 of lever 8V, contacts SEEK-20| and SWFK-ZBZ, back point of contact BETE-203, contact 8W of lever 8V, and the right-hand portion of the Winding of relay BLP to terminal C. f

Although I have herein shown and described that various 4changes and modicatio'ns may be made therein within the .scope of the 'appended claims 'without departing ffrom the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In railway trame direction controlling apparatus controlled by manually operable traffic apparatus for governing ytraiiic movementsin both directions over 'a main track stretch 4connected at a switch intermediate its ends with an auxiliary track, including a signal for governing traffic movements in a -given direction oi of ysaid auxiliary track and over a given portion of said main track 'which is in said given direction from 'said switch, the combination comprising, a directional stick relay, a pick-up circuit closed for'energizing 'n' said stick lrelay 'when said traffic apparatus is operated forgoverning traiiic movements in the opposite direction over said main track stretch, a stick circuit for then retaining said stick relay energized while said main track stretch is cccupied by Aa train moving in said opposite direction, a second directional stick relay, a pick-up circuit closed for energizing said second stick relay when said traffic apparatus is 4operated for governing traffic movements in said given direction over said ygiven portion of lsaid main track while said iirst stick relay is still energized by its stick .circuit because of said train occupying said main track stretch in said opposite Adirection from said switch,

and means including `front contacts of said iirst and second directional stick relays for clearing said signal while said vmain track stretch 'is still occupied by said train in 'said opposite direction from said switch.

2. In railway 'traine direction controlling apparatus controlled by manually operable traiiic apparatus for governing traino movements in both directions over a Amain track stretch connected at a switch intermediate its ends with an auxiliary track, including a signal for governing traffic movements in a Agiven direction 01T of said auxiliary track and over a given portion of said main track which is 4in .said given direction .from said switch and between .said switch and a second .signal for .governing trai-lic movements .in said given direction, the combination comprising, a normally energized route stick relay, .a third .signal for governing tra-nic movements in said given direction along said main track stretch and .over said switch toward said second signal, means for deenergizing said route stick relay if said third signal is controlled to display a caution or proceed indication and for retaining said route stick relay' deenergized until a train governed by said third signal passes said second signal, a polarized relay,

means controlled by said polarized relay if energized by current of reverse polarity for clearing said rst signal, and manually controllable means for energizing said polarized relay by current of normal or reverse polarity if said route stick relay is energized but for energizing said polarized relay by current of only normal polarity if said route stick relay is deenergized.

3. In railway traffic direction controlling apparatus for governing traic movements in both directions over a given stretch of track divided into a rst and a second and a third section arranged in that order, including a given signal for governing traffic movements in a given direction onto said stretch through said first section, the combination comprising1 Aa directional stick relay, a pick-11p `circuit for energizing said directional stick relay `ii said apparatus is arranged for `a traiiic movement in said given direction into :said second section, a stick circuit for then retaining said directional stick relay energized while a train moves through said second and third sections, `a reverse 'traffic indication device, Ia contact arranged to become closed if said signal is controlled to indicate stop after said train has left said rst section but before said train has left said third section, land a circuit including said contactand a front contact vof said stick relay for controlling said indication device.

4. In railway traic direction controlling apparatus manually vcontrolled 'for governing `Straffic movements in both .directions .over .a lgiven ystretch 'of main track ydivided into a i'irst anda traic direction controlling 'apparatus is then ar" ranged for a trado movement in vfthe opposite direction through said rs't section While lsaid train still occupies said second section, and `indication means controlled 'hy said reverse traffic relay.

5. In railway traiiic direction controlling apparatus Vfor governing traiiic movements in both directions 'over a given stretch of track divided into a iirs't and a second and a third section arranged 'in that order, including a given signal for `governing traffic movements in a given direction onto said stretch through ysaid first section, including a second signal for governing traino movements 'in -the opposite direct-ion into 'said second section 'from an auxiliary track, the combination compris-ing, a polarized reverse 'traffic relay, a circuit for energizing said reverse traic relay by current oi reverse polarity if said iirst signal is controlled to 'indicate proceed and is 'then controlled to indicate stop after a train moving in said given direction has 'left said ii-rst section but before it has left ysaid third section, a second fcircuit for energizing said reverse traiic relay by current lof normal polarity if said tralic direction controlling apparatus is the-n arranged `for a traf. c movement in said opposite direction through said rst and second sections while said train still occupies said third section, and mean-s controlled by said reverse traic relay for energizing indication means at a remote point or for clearing said second signal according as said reverse traffic relay is energized by said first or said second circuit.

6. In railway traic direction controlling apparatus manually controlled for governing trafo movements in both directions over a given stretch of track, including a polarized trafiic relay which upon becoming energized by current of normal polarity closes a normal polar contact for controlling trafiic movements in a given direction over said stretch and which upon becoming energized by current of reverse polarity closes a reverse polar contact for controlling trafc movements in the opposite direction over said stretch, including a signal for governing trafc movements in said given direction over said stretch, the combination comprising, a second polarized relay means controlled by a reverse polar contact of said first polarized relay'for energizing said second polarized relay by current of normal polarity only.

'1. In railway traffic direction controlling apparatus manually controlled for governing trafc movements in both directions over a main track stretch connected at a switch intermediate its ends with an auxiliary track, the combination comprising, a polarized relay, a reverse circuit for energizing said polarized relay by current of reverse polarity while a train moving over said main track stretch in a given direction occupies said main track stretch in said given direction beyond said switch, a normal circuit which can then be closed for energizing said polarized relay by current of normal polarity if said traiic direction controlling apparatus is then controlled for governing trailic movements in the opposite direction over said main track stretch, indication means at a remote point controlled by a reverse polar contact of said polarized relay, and means controlled by a normal polar contact of said polarized relay for directing a train to move in said opposite direction from said auxiliary track over a portion of said main track stretch which is in said opposite direction fromsaid switch.

8. In a railway traic direction controlling apparatus for governing trame movements in both directions over a main track stretch connected at a switch intermediate its ends with an auxiliary track, the combination comprising, a polarized f relay, manually controllable means for energizing said polarized relay by .current of reverse polarity if said main track stretch is occupied by a train moving in a given direction, manually controllable means for then energizing said polarized relay by current of normal polarity, indication means at a remote point controlled by a reverse f polar contact of said polarized relay, and means controlled by a normal polar contact of said polarized relay for directing a train to move from said auxiliary track in the opposite direction over Vsaid main track stretch while a rst train occupies said main track stretch in said given direction from said switch,

9. In railway trailc direction controlling apparatus for governing trallic movements in both directions over a given stretch of main track divided into a first and a second and a third section arranged in that order and including a switch for traffic movements from an auxiliary track into said second section and thence into said iirst section, including manually controllable means for at times directing traic movements in a given direction into saidA stretch through said rst section,the combination compricing, a circuit which becomes closed in Yresponse to said manually controllable means being arranged for directing a trac movement in said given direction into said stretch and then being controlled to indicate stop after a train moving in said given direction has left said first section but before it has left said third section, a second circuit which becomes closed in response to said traftic direction controlling apparatus being then arranged for a traffic movement in the opposite direction through said second and first sectionsfwhile said train still occupies said third section, means controlled by said second circuit for directing a traffic movement from said auxiliary track to said second section, and indication means controlled by said rst circuit.

l0. In railway Y trac direction controlling apparatus for governing traflic movements in both directions over a given stretch of track divided into a first and a second and a third section arranged in that order, including a given signal for governing trailc movements in a given direction onto said stretch through said first section, including a second signal for governing traiic movements in the opposite direction into said second section from an auxiliary track, the combination comprising, a circuit which becomes closed in response to said iirst signal being controlled to indicate proceed and then being controlled to indicate stop after a train moving in said given direction has left said rst section but before it has left said third section. an indication device controlled by said circuit for indicating that said traiiic direction controlling apparatus may be manually controlled for governing a traflic movement in said opposite direction, a second circuit which becomes closed if said trafiic direction controlling apparatus is then manually controlled for governing a trailic movement in said opposite direction while said train still occupies said third section, and a second indication device controlled by said second circuit for indicating that said second signal may then be cleared by manually controllable means.

-I-IENRY S. YOUNG. 

